Derailer bridge for railway track systems



1949- 'w. A FRANCIS, sR ,9

DERAILER BRIDGE FOR RAILWAY TRACK SYSTEMS Filed July 1'7, 194? 2 Sheets-Sheet 2 29 30 FIG 5. Fla 6.

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Patented Jan. 11, 1949 UNITED STATES PATE DERAILER BRIDGE FOR RAILWAY TRACK SYSTEMS Willard A. Francis, Sr., Bowerston, omo

Application July 17, 1947, Serial No. 761,513

This invention relates to an improved bridging device for use in connection with railway track work. Derail devices are used as a saftey measme for the'purpose of guarding main trackways against the entry thereon of wheeled carsfrom supplemental trackways or sidings. usually comprise a flanged head pivotally carried by a base bracket or housing which is spiked to the rail ties. By rocking the head about its pivotal mounting on the bracket, the flanged sur faces of the head may be positioned on the car wheel engaging surfaces of a standard railroad track rail, the flanged surfaces of the derailer head being such that car wheels passing thereover are lifted from the track rail and moved laterally to one side thereof. Formerly, such derail devices were operated by manually controlled lever means arranged at the side of the trackway adjacent the derailer but it is now becoming the practice to operate such devices from remote locations, such as a dispatchers tower, whereby to centralize the controls and prevent unauthorized 0r irresponsible actuation thereof.

When such remote controlled and interlocking derailer systems are used, additional work and responsibility are placed on the operator in the matter'of actuating the derailers to permit of the passage of motorized work cars and trailers employed in transporting track workmen and their tools and appliances, as it is necessary for the crew of such a work car to call the dispatcher to raise the derailers whenever such a work car enters a siding. When this is not practicable, the crew of a work car is often called upon to bodily lift the car over the derailer. This constitutes an arduous task and is quite often the cause of injury to the crew.

It is, therefore, an object of the present invention to provide a lightweight, portable derailer bridging device, which may be placed over the head of a standard derailer 0n the flanged wheelengaging surfaces thereof so that the wheels of a work car may advance over the derailer without being derailed thereby.

It is another object of the invention to provide a derailer bridge which is light in weight and may be readily carried in the tool boxof a work car for ready use whenever needed.

It is a further object of the invention to provide a derailer bridge which may be easily and readily clamped in a secure operating position between the head of a derailer and the adjoining track rail.

Still another object of the invention is to pro-.

vide a derailer bridge in which the physical or 9 Claims. (Cl. 104275) til Such deralls mechanical strength of the bridge is suflicient to sustain, without injury, the weight of a work car and its trailer, but, in the event the bridge should be accidentally left on the derailer, the passage of a standard railroad carthereover would crush the bridge in a manner enabling the derailer to serve its normal functions.

For a further understanding of the invention, reference is to be had to the following description and the accompanying drawings, wherein:

Fig. 1 is a top plan view of a railroad track equipped with a derailer, and disclosing the application of the bridging device, constituting the present invention, thereto;

Fig. 2 is a side elevational view disclosing the head of the derailer device positioned on a track rail and the derailer bridge applied to the flanged wheel-engaging surfaces of the head;

Fig. 3 is a vertical transverse sectional view on the plane indicated bythe line 3-3 of Fig. 2, and disclosing the derailer with the bridge device applied thereto; I

Fig, 4 is a detail perspective view of the derailer bridge when detached from the derailer;

Fig. 5-is a transverse sectional view on the line 5-5 of Fig. 4;

Fig. -6 is a side elevational view of a slightly modified form of my improved derailer bridge and disclosing its construction when adapted for application to derailers of either the one-way or two-way types; v

Fig. '7 is a similar view of a further modification in which the bridge is provided with locally weakened portions to facilitate crushin thereof under abnormally heavy loads;

Fig. 8 is a transverse sectional view on the line 8-8 of Fig. 7.

Referring more particularly to the drawings, there has been disclosed in Figs. 1 to 3 railway track work comprising a pair of rails III which are fastened, as usual, to crossties II. Also,'there is disclosed a standard derailer I2 of the two-way type, the derailer comprising the usual track-engaging flanged head I3 which is movably mounted in connection with a base bracket I4, the latter being stationarily fastened to a pair of adjoining ties on the inside of the rails III.

To move the head I3 into and out of active position with its associated track rail, the same may include the usual rod I5 which extends under the companion rail of the trackway opposite to that engaged with the derailer head. One end of therod I5 is pivotally connected with one arm of a bell crank lever IS, the latter being mounted on oneof the ties. The other arm of the bell crank lever is pivotally joined with a rod I! leading to a dispatchers tower or other centralized position of remote control.

In association with any such standard derailer, it will be understood that there are several different types now being used actively by railroad systems, and I have developed a bridging device therefor, which is indicated in its entirety by the letter B. previously stated, this'dev-ice is particularly adapted for use by track crews employing motor-driven rail cars. For instance, if the derailer is in its active position, my improved bridging device may be applied to the upper surfaces of the head thereof, and the shape of the bridging device is such that it .will permit the flanged wheels of a work car to pass therecver without interference by the wheebdiverting dances of the derailer head.

To this end, the bridging device comprises an elongated body [8 which may be formed from such materials as wood or metal, The body inchides an arcuate upper orwheel supportin'g surface 19 and angular substantially fiat bottom surfaces '20. The lower and central portion of the body is recessed as at 2']. The surfaces 20 rest directly on the sloping upper surfaces '22 of the derailer head over the track rail in and to the outside of the wheel flange-receiving grooves 23 of said head.

To permit of its ready attachment in a firm, secure but removable manner in association with the derailer head and the track rail, the bridging device, in one of its preferred embodiments, carries a substantially u-shaped attaching bracket 24. The u er plate section 25 of this bracket may be seated in a recess 26 provided centrally in the arcuate surface 19, so that the upper surface of the plate section will be flush with that of the surf-ace 19. The vertical web section 21 of said bracket extends downwardly outside the body 18 and the derailer head and terminates in a horizontally and inwardly directed lower plate section 28. This section is adapted to be confined between the under surface of the derailer head and the top or wheelengaging surface of the track rail, the plate section 28 terminating at its inner edge ina downwardly and vertically directed flange 29 to which is'fa'stened an inner facing strip 30. This strip ngages with the inner side of the head of the track rail, holding the bridge device against accidental lateral displacement in an outward direction. In the standard derailer, there is su'ilicient movement on the part of the head 13 to enable the head to be slightly lifted ofi the track rail to permit the plate section 28 and its fiange 29 to be inserted therebene'ath. While this arrangement constitutes a practical Way for holding the bridging device in its operative position, nevertheless, it will be understood that other equivalent means for the quick and secure attachment of the bridging device may be utilized. 7

Consideration will disclose that with the bridging device positioned on a derailer, as depicted in Figs. 1 to 3, the wheels of a work car may pass over a derailer without being derailed therebyand the car maintained on the trackw'ay. The bridging device seats itself securely on the flanged upper surfaces of the derailer head, and movement thereof laterally is opposed by the engagement of the flange and/or facing strip 30 with the inner surface of the track rail head or by the derailer head itself. Longitudinal movement of the bridging device on the derailer head is resisted by the weight of the deraile'r'head or a car passing thereover and also by the angular surfaces 20 and 22. In this instance, the bracket 24 has been shown as being connected with the body 18 by means of the threaded fastening devices 3i, but other fastenings may be used such as rivets, welding, or the brackets may be an integral part of the body of the bridging device.

In Fig. 6, a modification has been shown of my improved bridging device with respect to the form disclosed in Figs. 1 to 5, by elongating the recess 2|. By this modification, the shape of the under surface of the body of the bridging device is adaptable to derailer heads of the one-way type, that is to say, derailers which are eifective in derailing derailer head and yet i a body formed to guide cars moving in but one direction over a trackway.

In Fig. 7, another modification has been disclosed in which the body [8 is weakened by providing the same with transverse openings or sockets 32. This construction is particularly used when the body is of metallic composition for the purpose of enabling the weight of a standard railroad car to crush or destroy the'bridging device if, for any reason, the latter should be permitted to remain in its operative position on the derailer.

In view or the foregoing, it will be evident that I have provided a lightweight portable bridging device for car derailers which may be readily applied in its operative position or removed therefrom. The bridging device is of such size and weight that it may be readily carried in the tool box of a motor driven car employed for the transportation of railroad track maintenance workers. With the derailerin a locked position on a track rail, and when it is appropriated for a work car to pass thereover, the crew of the work car applies the bridging-device in the manner described on the upper surface of the derailer. Due to the configuration of the bridging device, the Wheels of the work car contact therewith in a guided manner and are lifted thereby to positions out of engagement with the derailing flanges of the derailer head, thus enabling the wheels of the work car to pass over the operatively positioned remain on the trackway. This avoids the necessity heretofore encountered for manually lifting the work can so that its wheels-clear such a derailer head, thus saving considerable time and labor, and also, in certain instance avoiding the calling or a central dispatcher to actuate the derailer.

I claim:

1. A bridge for railway derailers, comprising and maintain the flanged wheels of a car in alignment with a track as the wheels pass over a derailer arranged on the track, said body having an arcuate wheel-engaging top surface and a bottom formed with reversely inclined under surfaces disposed for direct seating on wheel-contacting surfaces of an associated derailer, and securing means detachably engaged with said derailer anda cooperative track rail for maintaining the bridge in an operative position on the derailer.

2. A derailerfbridg-e comprising a body vfor the guidance of flanged car Wheels, said body having a longitudinally arcuate wheel-engaging top surface and reverse'lyincl'ined bottom surfaces adapted for direct seating on wheel-contacting surfaces of an associated derailer, said inclined surfaces being separated by a recess formed in said body, and securing means engaged detachably with said derailer and; a cooperative track rail fformain'taining the bridge in its operative position on the derailer.

3. A railway derailer bridge comprising a car wheel guiding body adapted to be removably positioned on the wheel-engaging and guiding surfaces of a derailer and formed to elevate car wheels passing thereover to positions in which the wheels are removed from guiding contact with the surfaces of said derailer, and means for detachably securing said body in connection with said derailer and an associated track rail.

4. In apparatus of the character set forth, the combination with a track mounted derailer, said derailer being formed with wheel-engaging surfaces, said derailer being formed with inwardly sloping surfaces and associated guide flanges for diverting flanged car wheels passing thereover laterally of an associated trackway on which the derailer is mounted, and a bridging device removably seated on the inclined surfaces of said derailer, said bridging device being formed with wheel-engaging and guiding surfaces constituting continuations of the surfaces of said derailer and shaped to effect elevation of flanged car wheels passing thereover to positions in which the flanges of said wheels are removed from guided engagement with the surfaces of said derailer.

5. In apparatus of the character set forth, in combination, a track rail, a derailing device positioned on the top of said track rail for engagement with flanged wheels of railway cars passing thereover, the wheel-engaging surfaces of said derailing device being shaped to divert a car wheel passing thereover laterally with respect to said track rail, and a removable bridging device positioned On the wheel-engaging surfaces of said derailing device, said bridging device being formed with wheel-engaging and guiding surfaces constituting symmetrical continuations of those of the derailing device at the ends of the latter, the wheel-engaging surfaces of the bridging device serving to elevate track wheels positioned thereover to a plane above that produced by the surfaces of said derailing device, whereby to eliminate the normal functions of said derailing device by enabling said car wheels to be normally destored to said track rail following passage thereof over the derailer bridging device.

6. A bridge for railway derailers, comprising a body for the guidance of flanged car wheels, said body having an arcuate wheel-engaging top surface and reversely inclined bottom surfaces, the latter being adapted for direct seating on wheel-contacting surfaces of an associated derailer, and means for detachably applying said bridge to said derailer, the body of said bridge possessing a cross-sectional configuration en- 5 abling the body to sustain predetermined loading in excess of the weight of a work car and to crush and disintegrate upon the application of weights thereto in excess of said predetermined loading in which said excessive weights are of the order of the weight of a standard railroad car.

7. A bridge for railway derailers comprising a wheel-guiding body having wheel-engaging inclined top surfaces and reversely inclined planar bottom surfaces adapted for direct seating on wheel-contacting surfaces of an associated derailer, whereby to remove car wheels from guidance by said derailer during passage thereof over said bridge, and a substantially U-shaped positioning bracket carried by said bridge, said bracket including a horizontally disposed leg adapted to be positioned between the under part of the derailer and the upper surface of an associated track rail, the said horizontal leg teminating in a downwardly directed flange having bearing engagement with the side of the head of said track rail.

8. A bridge for a, railway derailer, the latter being of the type presenting guiding surfaces to flanged car wheels advancing thereover to divert the car wheels from the path of movement provided therefor by track rails on which the derailer is positioned, said bridge comprising an elongated body adapted to be seated longitudinally on the associated derailer when the latter is positioned on the head of a track rail, said body being formed with guiding surfaces for said car wheels to elevate the wheels from the derailer and out of contact .with the wheeldiverting surfaces of the derailer, whereby to guide said wheels in parallel and vertically aligned order with the head of the track rail and redeposit the wheels on the track rail following passage over said bridge.

9. A derailer bridge as defined in claim 8, in combination with fastening means for maintaining the operative positions of the bridge including a bracket depending from the body of the bridge and formed with a flanged lipwhich is adapted to be seated between the bottom of the associated derailer and the head of a track rail on which the derailer rests.

WILLARD A. FRANCIS, SR.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 693,168 Smith Feb. 11, 1902 1,398,497 Tyler Nov, 29, 1921 

